WO2022015017A1 - Procédé de changement de quantité de transmission d'énergie cible et appareil de transmission d'énergie pour sa mise en œuvre - Google Patents

Procédé de changement de quantité de transmission d'énergie cible et appareil de transmission d'énergie pour sa mise en œuvre Download PDF

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Publication number
WO2022015017A1
WO2022015017A1 PCT/KR2021/008969 KR2021008969W WO2022015017A1 WO 2022015017 A1 WO2022015017 A1 WO 2022015017A1 KR 2021008969 W KR2021008969 W KR 2021008969W WO 2022015017 A1 WO2022015017 A1 WO 2022015017A1
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Prior art keywords
electric vehicle
power transmission
charging
target power
transmission amount
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PCT/KR2021/008969
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English (en)
Korean (ko)
Inventor
신민호
Original Assignee
현대자동차주식회사
기아 주식회사
명지대학교 산학협력단
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Application filed by 현대자동차주식회사, 기아 주식회사, 명지대학교 산학협력단 filed Critical 현대자동차주식회사
Priority to EP21841291.4A priority Critical patent/EP4166380A4/fr
Priority to CN202180061379.5A priority patent/CN116194327A/zh
Priority to US18/015,666 priority patent/US20230311700A1/en
Publication of WO2022015017A1 publication Critical patent/WO2022015017A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a method and apparatus for electric vehicle power transmission, and more particularly, to a method for enabling an electric vehicle user to inquire a power transmission state and change a target power transmission amount, and a power transmission apparatus for implementing the same.
  • An EV user who wants to charge an electric vehicle (EV) at the charging station can set a target power transfer amount at the start of charging, and can change the target power transfer amount during charging.
  • Setting or changing the target power transmission amount can be done in the EV, and the communication procedure between the EV and EV Supply Equipment (EVSE) for setting or changing is specified in the ISO 15118-2 standard and 15188-20 interim standard. have.
  • EVSE EV Supply Equipment
  • the EV user wants to change the target power transmission amount due to a change in circumstances while charging is in progress or while the EV user is out of the vehicle while charging is in progress, it may be impossible to access the EV due to the distance between the user and the vehicle or safety regulations. . Therefore, once charging is in progress or entering the charging standby state, the EV user may not be able to change the target power transmission amount, and especially in the case of wireless power transmission, it can be said that this problem is higher due to safety problems.
  • the present invention is intended to solve this problem, and when the EV is being charged at a charging station or in a charging standby state, an EV user can change a preset target power transmission amount by accessing the EVSE from the outside of the EV through a network or directly. It is a technical task to provide a method for changing a target power transmission amount that can enable and enable power transmission to be performed in accordance with the changed target power transmission amount.
  • Another technical object of the present invention is to provide a charging station device for implementing such a method for changing the target power transmission amount.
  • a method for changing a target power transmission amount in which a charging station changes a target power transmission amount set by an electric vehicle through interaction with the charging station.
  • the method of changing the target power transmission amount includes: allowing an access request of an electric vehicle user through a path not via the electric vehicle; accepting a change request for the target power transmission amount from the electric vehicle user through the route; transmitting a predetermined message including a new energy requirement included in the change request to the electric vehicle; receiving a parameter setting message for designating the new energy demand as a new target power transmission amount from the electric vehicle; and allowing power transmission to be performed according to the changed target power transmission amount.
  • the target power transmission amount may be any one of a departure time, a target charging level, and a minimum charging level.
  • Receiving the parameter setting message may include renegotiating a charging profile with the electric vehicle.
  • the renegotiation may include transmitting a parameter setting response message including a maximum charging power proposal value to the electric vehicle in response to the parameter setting message.
  • the change method may further include providing the target power transmission amount to the electric vehicle user through the route before accepting the change request from the electric vehicle user.
  • the change method may further include, before accepting the change request from the electric vehicle user, a step of accepting, from the electric vehicle, a predetermined configuration parameter regarding whether to allow the change through the route.
  • the transmitting of the predetermined message including the new energy requirement to the electric vehicle may include: confirming whether the electric vehicle is permitted based on the configuration parameter; transmitting the predetermined message to the electric vehicle when a change through the route is permitted for the electric vehicle; and ignoring the change request when the change through the route is not permitted for the electric vehicle.
  • the transmitting of the predetermined message including the new energy requirement to the electric vehicle may include specifying a predetermined confirmation time limit in the predetermined message so that the electric vehicle transmits the change confirmation within the confirmation time limit. ; may be included.
  • the change method may further include the step of notifying the electric vehicle user of change completion after receiving the change confirmation from the electric vehicle.
  • the access request and the change request of the electric vehicle user may be accepted through an external device that can connect to the charging station through a predetermined network.
  • the access request and the change request of the electric vehicle user may be directly received by the charging station from the electric vehicle user through a user interface of the charging station.
  • a charging station device for transferring power to or from an electric vehicle.
  • the charging station device includes a memory for storing program instructions; and a processor connected to the memory and executing the program instructions stored in the memory.
  • the program instructions when executed by the processor, cause the processor to: set a target power transfer amount in response to a request of the electric vehicle; permit an electric vehicle user's access request through a route not via the electric vehicle; accept a change request for the target power transmission amount from the electric vehicle user through the route; sending a predetermined message including a new energy requirement included in the change request to the electric vehicle; receiving a parameter setting message designating the new energy demand as a new target power transmission amount from the electric vehicle; Power transmission may be performed according to the changed target power transmission amount.
  • the target power transmission amount may be any one of a departure time, a target charging level, and a minimum charging level.
  • the program instructions that cause receiving the parameter setup message, when executed by the processor, may cause the processor to: renegotiate a charging profile with the electric vehicle.
  • the program instructions to cause the renegotiation when executed by the processor, may cause the processor to: send, in response to the parameter setup message, a parameter setup response message including a maximum charging power proposal value to the electric vehicle.
  • the processor may additionally perform an operation of: prior to accepting the change request from the electric vehicle user, providing the target electric power transmission amount to the electric vehicle user through the route. have.
  • the program instructions when executed by the processor, cause the processor to: before accepting the change request from the electric vehicle user, receive from the electric vehicle a predetermined configuration parameter regarding whether to allow change through the route; can be performed additionally.
  • the program instructions when executed by the processor, cause the processor to: check the permission for the electric vehicle based on the configuration parameter to send the predetermined message including the new energy demand to the electric vehicle do; sending the predetermined message to the electric vehicle when a change through the route is permitted for the electric vehicle; When the change through the route is not permitted for the electric vehicle, the change request may be ignored.
  • the program instructions when executed by the processor, cause the processor to transmit the predetermined message including the new energy requirement to the electric vehicle: specifying a predetermined acknowledgment timeout in the predetermined message to limit the acknowledgment and have the electric vehicle transmit the change confirmation within time.
  • the program instructions when executed by the processor, may further cause the processor to: notify the electric vehicle user of change completion after receiving the change confirmation from the electric vehicle user.
  • the access request and the change request of the electric vehicle user may be accepted through an external device that can connect to the charging station through a predetermined network.
  • the charging station device may further include a user interface for directly accepting the access request and the change request of the electric vehicle user from the electric vehicle user.
  • a method for changing a target power transmission amount in an electric vehicle includes: setting the target power transmission amount by presenting a target power transmission amount designated by an electric vehicle user to a charging station; determining whether to allow a change through a route through the charging station without passing through the electric vehicle according to a setting set by the electric vehicle user; receiving, from the charging station, a message including a new energy demand presented to the charging station by the electric vehicle user through the route; and a parameter setting message for designating the new energy demand as a new target power transmission amount to the charging station, and the target power transmission amount is changed It may include;
  • Determining whether to allow the permission may include transmitting the permission to the charging station by including the permission in a predetermined configuration parameter.
  • an EV user can change a preset target power transfer amount by accessing the EVSE from the outside of the EV through a network or directly when the EV is charging at the charging station or in the charging standby state. . Even if the EV user leaves the EV and is outside the EV, the target power transmission amount can be changed.
  • the EV user can quickly change the target charging level when there is a change in economic reasons or other circumstances.
  • EV users can use VGI (Vehicle-Grid Integration) in terms of Demand Response (DR) for peak reduction or Frequency Regulation (FR) to reduce power instability due to power factor.
  • DR Demand Response
  • FR Frequency Regulation
  • the incentives provided by this can be maximized, and the VGI system can utilize EVs to stabilize the power grid in a timely manner.
  • the EV user allows the target power transmission amount to be changed based on the configuration parameters set in advance in the EV, it is possible to enhance the user's convenience without compromising the security of the EV and EVSE.
  • FIG. 1 is a block diagram of an electric vehicle charging infrastructure according to an embodiment of the present invention.
  • FIG. 2 is a block diagram of an embodiment of a wired power transmission system to which the present invention can be applied.
  • FIG. 3 is a block diagram of an embodiment of a wireless power transmission system to which the present invention can be applied.
  • FIG. 4 is a flowchart illustrating a communication process between an EVCC and a SECC for charging an electric vehicle.
  • FIG. 5 is a diagram illustrating the concept of basic energy consumption and limit in an electric vehicle, and energy request parameters that the EVCC can transmit to the SECC.
  • FIG. 6 is a table summarizing the format and meaning of a bidirectional power transmission control mode parameter for indicating whether a target change is permitted through EVSE according to an embodiment of the present invention.
  • FIG. 7 is a flowchart illustrating an example of a parameter setting process summarized in FIG. 6 .
  • FIG. 9 is a schema diagram of a ChargeParameterDiscoveryRes() message according to an embodiment of the present invention.
  • FIG. 10 is a sequence diagram illustrating an example of a change process in a state in which charging is paused in a schedule control mode.
  • FIG. 11 is a sequence diagram illustrating an example of a change process in a state in which charging is paused in a dynamic control mode.
  • FIG. 12 is a sequence diagram illustrating an example of a change process when a charging loop is in progress in a schedule control mode.
  • FIG. 13 is a sequence diagram illustrating an example of a change process when a charging loop is in progress in a dynamic control mode.
  • FIG. 14 is a schema diagram of a ChargeLoopReq() message according to an embodiment of the present invention.
  • FIG. 15 is a schema diagram of a DisplayParameters element according to an embodiment of the present invention.
  • 16 is a schema diagram of a ChargeLoopRes() message according to an embodiment of the present invention.
  • 17 is a schema diagram of a BPT_Dynamic_CSResControlMode parameter according to an embodiment of the present invention.
  • FIG. 18 is a schema diagram of the BPT_Dynamic_CDResControlMode parameter parameter according to an embodiment of the present invention.
  • FIG. 19 is a block diagram of a charging station according to an embodiment of the present invention.
  • first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component.
  • the term “and/or” includes a combination of a plurality of related listed items or any of a plurality of related listed items.
  • Electric vehicle may refer to an automobile defined in 49 CFR (code of federal regulations) 523.3 and the like. Electric vehicles can be used on highways and can be powered by electricity supplied from an on-board energy storage device, such as a rechargeable battery, from a power source external to the vehicle. Power sources may include residential or public electric services or generators using on-board fuel.
  • An electric vehicle (EV) may be referred to as an electric car, an electric automobile, an electric road vehicle (ERV), a plug-in vehicle (PV), a plug-in vehicle (xEV), etc.
  • BEV plug-in all-electric vehicle or battery electric vehicle
  • PEV plug-in electric vehicle
  • HEV low-voltage vehicle
  • HPEV high-voltage plug-in electric vehicle
  • PHEV plug-in hybrid electric vehicle
  • WCS Wireless power charging system
  • WPT Wireless power transfer
  • AC alternating current
  • 'Utility' is a system that provides electrical energy and usually includes Customer Information System (CIS), Advanced Metering Infrastructure (AMI), Rates and Revenue system, etc. may be referred to as a set of Utilities make energy available to plug-in electric vehicles through price tags or discrete events.
  • utilities can provide information on tax rates, intervals for metered power consumption, and validation of EV programs for plug-in EVs.
  • Smart charging' may refer to a system in which the EVSE and/or plug-in electric vehicle optimizes the vehicle charge or discharge rate over time of the grid capacity or cost-to-use ratio while communicating with the power grid.
  • Interoperability' may refer to a state in which components of a system relative to each other can work together to perform a desired operation of the entire system.
  • Information interoperability may refer to the ability of two or more networks, systems, devices, applications or components to share and easily use information safely and effectively with little or no inconvenience to a user. .
  • OEM 'Original Equipment Manufacturer
  • CA top-level certification authority
  • a 'Mobility operator (MO: Mobility operator)' may refer to a service provider that has a contractual relationship with an EV owner regarding charging, approval, and payment so that EV drivers can charge EVs at charging stations.
  • a 'Charging station (CS)' may refer to a facility that has one or more EV power supplies and actually performs charging for EVs.
  • CSO Charge station operator
  • CPO charge point operator
  • CSP Charge service provider
  • a 'Clearing house (CH)' is an entity that handles cooperation between MOs, CSPs, and CSOs, in particular for authorization, billing, and settlement of EV charging services roaming between two settlement or clearing parties. It can act as an intermediary to facilitate the process.
  • 'Roaming' refers to information exchange and related matters that allow EV users to access charging services provided by multiple CSPs or CSOs belonging to multiple mobility networks, using a single credential and contract. It can refer to (provision) and scheme (scheme).
  • a 'credential' is a physical or digital asset that represents the personal information of an EV or EV owner.
  • Password which is cryptographic information used to verify identity, a public key/private key pair used in a public key encryption algorithm, It may include a public key certificate issued by a certification authority, information related to a trusted root certification authority, and the like.
  • a 'Certificate' may refer to an electronic document that binds a public key to an ID by digital signature.
  • a 'service session' may refer to a set of services related to electric vehicle charging at a charging point, assigned to a certain customer in a certain timeframe with a unique identifier.
  • the 'V2G charging loop' or 'V2G charging loop' may refer to a message transmission/reception process for controlling the charging process according to the ISO 15118 standard.
  • 'Renegotiation' may refer to a message transmission/reception process in which an agreement on a charging schedule is renewed by retransmitting parameters between an EV and an EV power supply unit (EVSE) during a V2G communication session with an electric vehicle (EV).
  • EVSE EV power supply unit
  • MC'Multiplexed Communication (MC)' may refer to communication in which a plurality of messages having different types of payloads are transmitted and received through a V2GTP connection between an EV and an EVSE.
  • V2GTP V2G Transfer Protocol
  • V2GTP V2G Transfer Protocol
  • a 'V2GTP entity' may refer to a V2G entity supporting a V2G transport protocol.
  • FIG. 1 is a block diagram of an electric vehicle (EV) charging infrastructure according to an embodiment of the present invention, showing entities related to EV charging.
  • EV electric vehicle
  • the EV charging infrastructure is for providing a charging service to the EV 100, a charging station (CS: Charging Station) 200, a mobility operator (MO: Mobility operator) server 300, a charging service operator (CSO: Charging) station operator) server 310 , a charging service provider (CSP) server 320 , a clearing house (CH) server 330 , a manufacturer (OEM) server 340 , and vehicle-to- It includes a grid (V2G: Vehicle-to-Grid) server 350 .
  • CS Charging Station
  • MO Mobility operator
  • CSO Charging) station operator
  • CSP charging service provider
  • CH clearing house
  • OEM manufacturer
  • vehicle-to- It includes a grid (V2G: Vehicle-to-Grid) server 350 .
  • the illustrated EV charging infrastructure can not only charge the battery of the EV 100 with electrical energy supplied from the power grid, but also transfer the electrical energy stored in the battery of the EV 100 to the power grid or a specific building electrically connected to the power grid. It configures a Vehicle-Grid Integration (VGI) system that can supply electric vehicles or devices.
  • VVI Vehicle-Grid Integration
  • the EV user may designate or change the target power transmission amount to be charged and discharged from the charging station 200 in the EV 100 .
  • the EV user can change the target power transmission amount by accessing the charging station 200 through other entities 300 to 350 outside the EV 100 while leaving the EV 100 .
  • the EV 100 and the CS 200 act as primary actors, and the MO server 300 , the CSO server 310 , the CSP server 320 , the CH server ( 330 , the OEM server 340 , and the V2G server 350 act as secondary actors.
  • the EV 100 refers to a general electric vehicle including a plug-in hybrid electric vehicle (PHEV), and can be charged in a wired or wireless manner at the charging station 200 .
  • the charging station (CS) 200 actually performs charging for the EV 100 .
  • the charging station 200 is installed with one or more EV power supply units (EVSEs), and each EVSE may include at least one wired charger and/or a wireless charging spot that actually performs power transmission.
  • the charging station 200 may be a commercial charging facility.
  • the charging station 200 may be located in various places such as a parking lot attached to the EV owner's house, a shopping center, a business building, a parking area in a collective residential area, and the like.
  • the charging station 200 may also be referred to as a 'charging point', an 'EV charging station', an 'electric charging point', and an 'electronic charging station (ECS)'.
  • ECS 'electronic charging station
  • Mobility operator (MO: Mobility operator) server (300, hereinafter abbreviated as 'MO') establishes a contractual relationship with the EV owner regarding charging, approval, and payment so that the EV driver can charge the EV at the charging station 200 . affiliated service providers.
  • MO Mobility operator
  • the MO 300 may be operated by an electricity supplier or an electricity wholesaler that sells energy, but is not limited thereto.
  • the MO may be referred to as an 'E-mobility service provider (EMSP)'.
  • a charging station operator (CSO) server 310 (hereinafter abbreviated as 'CSO') or a charging point operator (CPO) manages electricity to provide energy transmission services as well as in charge of operation of the charging station. do.
  • CSO 310 may be operated by, for example, a charging station manufacturer, a charging station manufacturer, or an electricity provider.
  • a Charge service provider (CSP) server (320, hereinafter abbreviated as 'CSP') manages and authenticates credentials of EV users, and provides billing and other value-added services to customers.
  • the CSP 320 may be considered to correspond to a special type of the MO 300 , and may be implemented in a form combined with the MO 300 .
  • a plurality of CSPs 320 may exist, each CSP 320 is linked to one or more CSOs 310 , and the CSP 320 and the one or more CSOs 310 constitute one charging network.
  • EV 100 receives automatic charging service in PnC (Plug-and-charge or Park-and-charge) method in CSO 310 linked to CSP 320 related to MO 300 in a contract relationship. However, if you want to charge in another CSO 310, roaming may be required.
  • Each CSP 320 may exchange information with another CSP or CSO 310 in another network for roaming, and may also exchange information with a clearing house 330 .
  • a clearing house (CH: Clearing house) server 330 processes cooperation between MOs 300 to CSPs 320 .
  • the clearing house (CH) 330 may serve as an intermediary that facilitates the approval, billing, and settlement procedures for EV charging service roaming between two settlement or settlement parties.
  • the CH 330 is connected by the CSO 310 or the CSP 320 to perform roaming. can support you. In situations where roaming is required, CH 330 allows CSO 310 or CSP 320 to contract with MO 300 and pass authorization and billing data (CDR) to MO 300 .
  • CDR authorization and billing data
  • CH 330 is a 'contract clearing house (CCH: Contract clearing house)', 'mobility clearing house (MCH: Mobility clearing house)', 'roaming platform', 'e-mobility clearing house (E-MOCH) : E-MObility clearing house)', etc. may be referred to.
  • CH Contract clearing house
  • MCH Mobility clearing house
  • E-MOCH E-MObility clearing house
  • a vehicle-to-grid (V2G) server (350, hereinafter abbreviated as 'V2G') authenticates the identity of each participant in the VGI system, and transmits power forward from the grid to each EV and in the reverse direction from each EV to the grid. It manages all settings related to power transmission and system configuration and configuration.
  • the V2G 350 performs an operation for DR: Demand Response (DR), that is, peak reduction, and the power factor is greatly distorted.
  • DR Demand Response
  • FR frequency regulation
  • V2G 350 may be able to adjust the supply of electrical energy from various generators, renewable energy sources, and EVs 100 from moment to moment, and monitor the power supply for each consumer.
  • 'Mobility Operator (MO)', 'Charging Service Operator (CSO)', 'Contract Clearing House (CCH)', and 'V2G' may appear to refer to a person or an organization of people, although it may be In the present specification, including, these expressions are implemented in hardware, software, and/or a combination thereof, and are given short and functional names to increase readability.
  • these components may be a server device implemented as a combination of hardware and software and allowing access of other devices through a network such as the Internet. Since these components are functionally separated, two or more of them may be stored and executed in one physical device, or may be integrated into one program.
  • a single entity may serve both as CSO and CSP, and another single entity may serve as both CPS and CCP. Meanwhile, one or more of the components may be rearranged to have a different appearance and name.
  • EV charging service and related infrastructure are fields in which various industrial fields such as automobiles, power grid, energy, transportation, communication, finance, and electronic products are grafted.
  • CSO charging station operator
  • CPO charge point operator
  • a charging service provider CSP
  • MO mobility operator
  • PKI public key infrastructure
  • the EV user is charging at the charging station 200 after identity authentication by accessing the MO 300 , for example, outside the EV 100 , that is, while leaving the EV 100 .
  • the user may check the charging state of his/her EV 100 in the charging standby state, and may request a change in the target power transmission amount.
  • the MO 300 may access the EVSE of the charging station 200 in response to a request from the EV user and request to provide information on the charging state of the corresponding EV 100 or may request a change in the target power transmission amount.
  • the MO 110 may perform a charge calculation or settlement operation as needed after the target power transmission amount is changed.
  • the EV user is not the MO 300 , but the CSO 310 , the CSP 320 , the CH 330 , or other secondary actors such as the V2G server 350 (SA Secondary actor). ), the system may be configured to request a change of the target power transmission amount.
  • the auxiliary participant receiving the change request may access the EVSE directly or through another auxiliary participant such as the MO 300 to re-request the requested service.
  • a path through which an EV user's request is transmitted to the EVSE may be modified differently, and the present invention is not limited to a path through a specific auxiliary participant. Meanwhile, the EV user may directly input a request for changing the target power transmission amount in the EVSE 210 .
  • the change of the target power transmission amount may be made in order to maximize the incentive provided by the V2G 350 in terms of DR and FR, or it may be to adjust the charging level for economic reasons or other reasons, or it may be due to other circumstances.
  • the method of changing the target power transfer amount according to the present invention may be particularly useful in a system for charging the EV 100 by wireless power transfer (WPT).
  • WPT wireless power transfer
  • the method for changing the target power transfer amount according to the present invention is not limited to a wireless power transfer (WPT) system, and may be utilized in a system for charging the EV 100 by wire charging.
  • the method for changing the target power transmission amount according to the present invention can be applied to all or a part of all such energy transmission modes.
  • the illustrated power transmission system includes, for example, an EVSE 210 installed at a power transmission point such as a charging station 200 , and an EV device 110 installed in the EV 100 , from the EVSE 210 to the EV 100 . ) may be used to charge the battery 199 mounted in the EV 100 by supplying DC or AC power through a conductor.
  • the EV device 110 and the EVSE 210 may be connected through a coupler 190 .
  • the automatic connection device (ACD) 192 may be selectively used, and may facilitate the connection of the coupler 190 and support the coupler 190 .
  • the EVSE 210 may include a supply device communication controller (SECC) 220 , a supply-side power circuit 230 , a PLC module 240 , and a gateway 280 .
  • SECC supply device communication controller
  • the SECC 220 may be installed outside the EVSE 210, and one SECC 220 may be configured to control a plurality of, for example, four EVSEs 210.
  • FIG. 2 shows the SECC ( 220) is illustrated as being included in one EVSE 210 .
  • the SECC 220 is an upper layer controller, and may communicate with the EV communication controller (EVCC) 120 in the EV device 110 through a power line communication (PLC) or a wireless LAN (WLAN).
  • the SECC 220 and the EVCC 120 may perform communication in the application layer, ie, OSI layer 3 and higher layers, according to the ISO 15118-20 standard, for example.
  • a physical layer and a data link layer between the SECC 220 and the EVCC 120 may be configured to conform to the ISO 15118-8 standard, for example.
  • the SECC 220 may control the supply-side power circuit 230 .
  • the SECC 220 receives the request for changing the target power transmission amount of the EV user through the auxiliary agent SA such as the MO 300 through the Internet, and communicates with the EVCC 120 to the target power transmission amount allow changes to be made.
  • the auxiliary agent SA such as the MO 300 through the Internet
  • the supply-side power circuit 230 may supply power from the power grid to the EV 100 , or supply power discharged by the EV 100 to the power grid.
  • the supply-side power circuit 230 may include a supply-side power electronic circuit 232 , a watt-hour meter 238 , and an ammeter (not shown).
  • the supply-side power electronic circuit 232 may include at least one of a converter for adjusting the level of voltage and/or current, and a rectifier for converting an alternating current into a direct current.
  • the watt-hour meter 238 measures the amount of energy supplied to the EV device 110 through the supply-side power electronic circuit 232 or conversely received from the EV device 110 to the supply-side power electronic circuit 232 .
  • the ammeter measures the magnitude of the current flowing between the EV device 110 and the EVSE 210 to monitor whether power transmission is performed according to a pre-planned current profile.
  • the PLC module 240 may modulate a signal transmitted to the EV device 110 through power line communication and demodulate a signal received from the EV device 110 through power line communication.
  • the EVSE 210 transmits a control signal to the EV device 110 through a cable connecting the EVSE 210 and the EV device 110 and receives a control signal from the EV device 110 . It may further include a control pilot transceiver that can
  • the gateway 280 allows the SECC 220 to be connected to the secondary actor (SA) 299 through the Internet, so that user authentication and payment processing are performed through communication between the SECC 220 and the SA 299. can make it happen
  • the SECC 220 may accept the EV user's target power transmission amount change request from the SA 299 through the gateway 280 .
  • the EV device 110 may include an EV communication controller (EVCC) 120 , an EV-side power circuit 130 , a PLC module 140 , and a human machine interface (HMI) device 190 .
  • EVCC EV communication controller
  • HMI human machine interface
  • the EVCC 120 is a higher layer controller, and may communicate with the SECC 220 in the EVSE 210 through a power line communication (PLC) or a wireless LAN (WLAN).
  • the EV-side power circuit 130 charges the battery 199 for propulsion of the EV 100 with power received from the EVSE 210 , or transfers energy stored in the battery 199 to the power grid through the EVSE 210 . can supply
  • the EV-side power electronic circuit 132 in the EV-side power circuit 130 may include at least one of a converter for adjusting the level of voltage and/or current, and a rectifier for converting an alternating current into a direct current.
  • the PLC module 140 may modulate a signal transmitted to the EVSE 210 through power line communication and demodulate a signal received from the EVSE 210 through power line communication.
  • the HMI device 190 enables an EV user to check status information of the EV device 110 and input information necessary for operating the EV 100 .
  • the HMI device 190 enables the EV user to set or change the target power transfer amount and to check the charging/discharging state of the battery 199 .
  • the wireless power transmission system includes, for example, an EVSE 210 installed at a power transmission point such as a charging station 200 , and an EV device 110 installed in the EV 100 , from the EVSE 210 to the EV 100 . It can be used to charge the battery 199 mounted in the EV 100 by supplying energy by wireless power transmission.
  • the EVSE 210 may include a supply device communication controller (SECC) 220 , a supply-side power circuit 230 , a P2PS controller 260 , and a gateway 280 .
  • SECC supply device communication controller
  • the SECC 220 may be installed outside the EVSE 210, and one SECC 220 may be configured to control a plurality of, for example, four EVSEs 210.
  • FIG. 2 shows the SECC ( 220) is illustrated as being included in one EVSE 210 .
  • the SECC 220 is a higher layer controller, and may communicate with the EVCC 120 in the EV device 110 through a wireless LAN (WLAN).
  • the SECC 220 and the EVCC 120 may perform communication in the application layer, ie, OSI layer 3 and higher layers, according to the ISO 15118-20 standard, for example.
  • the physical layer and data link layer of the WLAN link may be configured to conform to the ISO 15118-8 standard, for example.
  • the SECC 220 may control the supply-side power circuit 230 and the P2PS controller 260 .
  • the SECC 220 receives a request to change the target power transmission amount of the EV user through the auxiliary agent SA such as the MO 300 through the Internet, and communicates with the EVCC 120 to the target power transmission amount allow changes to be made.
  • the auxiliary agent SA such as the MO 300 through the Internet
  • the supply-side power circuit 230 may supply power from the power grid to the EV 100 , or supply power discharged by the EV 100 to the power grid. In the forward power transmission process in which power is supplied from the EVSE 210 to the EV 100, the supply-side power circuit 230 receives the power supply from the power grid, forms a magnetic flux, and provides energy to the EV device 110 by magnetic resonance. can supply The supply-side power circuit 230 includes a supply-side power electronic circuit 232 for adjusting the frequency and class of voltage and/or current, a ground assembly (GA) device 236 for generating a high-frequency magnetic flux, and an EVSE 210 ) and the EV device 110 may be provided with a power meter 238 for measuring the amount of energy transmitted.
  • G ground assembly
  • the P2PS controller 260 performs P2PS communication with the corresponding configuration on the EV device 110 side under the control of the SECC 220 .
  • P2PS communication refers to communication for transmitting and receiving a signal for charging using a low-frequency (LF) magnetic field signal and/or a low-output magnetic field (LPE) signal.
  • LF low-frequency
  • LPE low-output magnetic field
  • the EV device 110 may include an EV communication controller (EVCC, 120 ), an EV-side power circuit 130 , and a P2PS controller 160 .
  • EVCC EV communication controller
  • P2PS controller 160 P2PS controller
  • the EVCC 130 is a higher layer controller, and may communicate with the SECC 220 in the EVSE 210 through a WLAN.
  • the EVCC 120 may control the EV-side power circuit 130 and the P2PS controller 160 .
  • the P2PS controller 160 performs P2PS communication with the P2PS controller 260 of the EVSE 210 under the control of the EVCC 120 using a low-frequency (LF) magnetic field signal and/or a low-output magnetic field (LPE) signal.
  • LF low-frequency
  • LPE low-output magnetic field
  • the EV-side power circuit 130 converts the magnetic energy supplied from the EVSE 210 into electric power to charge the battery 199, or converts the energy stored in the battery 199 into electric power and then forms the EVSE 210 in the form of a magnetic field. can be radiated toward In a forward power transmission process in which power is supplied from the EVSE 210 to the EV 100 , the EV-side power circuit 130 receives magnetic energy from the GA 236 of the EVSE 210 and converts the received magnetic energy into an induced current. After conversion to , the induced current is rectified into a direct current to charge the battery 199 .
  • the EV-side power circuit 130 receives magnetic energy of a high energy level supplied in a magnetic resonance state by capturing magnetic flux fluctuations induced from the GA device 236 and converts it into a current.
  • a vehicle assembly (VA) device It may include a 136 and an EV-side power electronic circuit 138 for rectifying the received power.
  • the power transmission system to which the method of changing the target power transmission amount according to the present invention is applied may transmit power from the power grid to the EV 100 to charge the battery 199 of the EV 100, and vice versa.
  • the energy stored in the battery 199 of the EV 100 may be transmitted to the power grid.
  • embodiments of the present invention will be described focusing on a process in which power is forwardly transmitted to the EV device 110 through the EVSE 210 to charge the battery 199 .
  • FIG. 4 is a flowchart showing a communication process between the EVCC 120 and the SECC 220 for EV charging.
  • IP-based connection may be formed between the EVCC 120 and the SECC 220 (step 400).
  • IP-based communication EVSE 120 creates a secure channel with SECC 220 to protect communication from unauthorized access (step 402).
  • the creation of a secure channel may be achieved by a Transport Layer Security (TLS) technique defined in the IETF RFC 5246 standard.
  • TLS server authentication may be performed using a SECC certificate and a V2G root certificate.
  • identification, authentication, and approval of the EV 100 may be performed using the contract certificate chain of the EV 100 (step 404).
  • a target power transmission amount may be set, and a charging schedule may be established (step 406).
  • the setting of the target power transfer amount and the establishment of the charging schedule may be accomplished through transmission of a ChargeParameterDiscoveryReq/Res message pair. That is, the EVCC 120 and the SECC 220 transmit a charging parameter discovery request (ChargeParameterDiscoveryReq()) message to request applicable charging parameters, and the SECC 220 sends a ChargeParameterDiscoveryRes() message to the EVCC 120. can respond Through the continuous message exchange, the EVCC 120 and the SECC 220 may set a target power transmission amount and establish a charging schedule.
  • ChargeParameterDiscoveryReq() ChargeParameterDiscoveryReq()
  • charging may be performed (step 408).
  • the EVCC 120 notifies the charging status by sending a ChargingStatusReq() message to the SECC 220, and the SECC 220 controls the charging current based on this message and sends the ChargingStatusRes() message to the EVCC 120. can respond
  • the EVCC 120 sends a MeteringReceiptReq() message to the SECC 220 to request a receipt indicating the amount of charge, and the SECC 220 responds to this message by sending a MeteringReceiptRes() message to transmit the amount of charge A marked receipt can be provided.
  • the SECC 220 may change the profile for the charging current according to the charging control mode.
  • the SECC 220 may change the target power transmission amount according to the request of the EV user.
  • the EV user's request to change the target power transmission amount may be made in the EVSE 210 , or may be made online through an SA such as the MO 300 .
  • step 406 The operation of setting the target power transmission amount and establishing the charging schedule in FIG. 4 (step 406) will be described in more detail.
  • FIG. 5 is a diagram illustrating basic concepts of energy requirements and limits in an EV, and energy request parameters that the EVCC 110 may transmit to the SECC 210 .
  • the target power transmission amount transmitted by the EVCC 120 to the SECC 210 may be defined in the form of a 'departure time' indicating the end time of the charging session, or 'charging' indicating the energy stored in the battery at the charging end time. It may be a 'charging target' or may be defined in the form of a 'minimum charge' after a charging session.
  • the 'charging target' or 'minimum charge amount' may be expressed as a driving distance, an amount of power in watt-hours, or a state of charge (SoC).
  • SoC state of charge
  • the EVCC 120 may transmit to the SECC 210 any one of a minimum energy level (EVMinimumEnergyReq), a maximum energy requirement (EVMaximumEnergyReq), and a target energy requirement (EVTargetEnergyReq) as a charging parameter.
  • a minimum energy level (EVMinimumEnergyReq)
  • a maximum energy requirement (EVMaximumEnergyReq)
  • a target energy requirement (EVTargetEnergyReq) as a charging parameter.
  • EV Minimum Energy Request represents the minimum amount of energy requested by the EV at any point during the energy transfer loop, and the minimum energy level that the EV requests to be met as soon as possible as shown in Equation 1 and the current energy level of the EV battery. is calculated as the difference between If the EV Minimum Energy Request (EVMinimumEnergyRequest) is positive, charging is requested immediately, and if it is 0 or negative, charging may be delayed or discharge may occur.
  • EV Maximum Energy Request represents the maximum amount of energy requested by the EV at any point in the energy transfer loop, and is the maximum level of energy that the EV can accept and the current energy level of the EV battery as shown in Equation 2 calculated as the difference
  • the EV target energy request indicates the amount of energy that the EV requests to be charged up to the start time, and is calculated as the difference between the amount of energy requested by the EV based on the start time and the current energy level of the EV battery as shown in Equation 3 (Equation 3).
  • the charging schedule refers to a charging current profile plan according to time, and the establishment of the charging schedule may be performed in one of two modes, that is, a schedule control mode and a dynamic control mode.
  • the schedule control mode is determined by negotiating a power profile that the EVCC 120 and the SECC 220 meet the charging requirements of the EV user (mobility needs).
  • the power profile may be determined based on the target energy level, power information, and charge information.
  • the schedule control mode it is the EV's responsibility to meet the charging requirements of EV users.
  • the dynamic control mode allows the SECC 220 or an auxiliary agent (SA), such as the V2G 340, for example, to meet the EV user's charging requirements and other constraints, without negotiation between the EVCC 120 and the SECC 220 .
  • SA auxiliary agent
  • the V2G 340 may present charging requirements or constraints so that each EV can be charged during a late-night time when power demand is lowest.
  • the SECC 220 may control the power flow as determined by the SA, and may provide the EVCC 120 with a set point to be followed.
  • the EV user is the target power transmission amount, that is.
  • it may be set whether to allow the change of the target power transmission amount through the EVSE 210 while the user leaves the EV 100 .
  • target change request through the EVSE 210 means not only directly inputting a change request to the EVSE 210, but also making a change request through an SA such as the MO 300, so that the SA becomes the EVSE and causing the change request to be forwarded to 210 .
  • a parameter indicating whether to allow or not may be set and used.
  • an integer or logical parameter type element called a bidirectional power transfer control mode (BPTControlMode) summarized in FIG. 6 may be introduced.
  • the target power transfer amount change request directly input into the EVSE 120 or received through the SA is transmitted from the EVSE 210 to the EV device 110 , and takes precedence over the change request input by the user in the EV 100 . can be processed.
  • the BPTControlMode parameter may be set by the EV user in the EV 100 .
  • a menu for setting the BPTControlMode parameter through the HMI 190 of the EV device 110 (step 420)
  • a setting screen is displayed on the display of the EV device 110 to allow the user to select an option for the BPTControlMode parameter.
  • the selected parameter value is stored in the EV device 110 (step 426).
  • the stored parameters may be transmitted to the SECC 220 through a message such as ChargeParameterDiscoveryRes().
  • Whether or not "application for target change through EVSE 210" is permitted may be displayed in another manner.
  • 8 is a table summarizing the format and meaning of elements for designating priorities that can be used in another embodiment of the present invention.
  • the EV user can select any one to be given priority from an enumerated list including EV and EVSE.
  • the selected element that is, the value of the EV requirement priority (MobilityNeedPriority) is stored in the EV device 110 and can be used to change the target power transmission amount.
  • the change request input to the EV is given a higher priority than the change request received from the EVSE.
  • the EVSE ignores the target power transmission amount change request directly input to the EVSE or received through the SA and does not provide it to the EV, or even once provided to the EV, the EV ignores it.
  • a change request received in the EVSE is given a higher priority than a change request input to the EV.
  • the target power transmission amount change request directly input to the EVSE or received through the SA may be transmitted from the EVSE to the EV, and may be processed in preference to the change request inputted by the user into the EV.
  • Communication between the EVCC 120 and the SECC 220 may be made through the exchange of predetermined messages, and each message includes a SessionID and one or more parameters for managing a communication session.
  • a V2G communication session always starts with a SessionSetupReq/Res message pair and always ends with a SessionStopReq/Res message pair.
  • the EV if it does not require power transmission but needs to maintain V2G communication, it can enter the “standby” section instead of “pause”.
  • the standby period may be started by PowerDeliveryReq having a ChargeProgress parameter of “Standby” and may be terminated by a PowerDeliveryReq having a ChargeProgress parameter of “Start” or “Stop”.
  • the EVOperation parameter in the charging loop message pair is set to "Standby".
  • the EVCC 120 and the SECC 220 may negotiate charging parameters with the above-mentioned charging parameter discovery request/response (ChargeParameterDiscoveryReq/Res) message pair.
  • the charge parameter discovery request (ChargeParameterDiscoveryReq) message may be used by the EVCC 120 to provide the charging parameters to the SECC 220 .
  • the EVCC 120 may provide a departure time indicating a charging end time and additional parameters along with status information about the EV 100 .
  • the charge parameter discovery response (ChargeParameterDiscoveryRes) message may be used by the SECC 220 to provide the EVCC 120 with charging parameters applicable from a grid point of view.
  • this message may optionally include additional information about a charge over time, a charge based on demand, a charge for consumption, or a combination thereof. Based on such charge information, the EV device 110 may optimize a charging schedule for the requested amount of energy.
  • the ChargeParameterDiscoveryRes() message is EVSEStatus indicating the status of the EVSE 210, EVSEProcessing indicating whether or not the operation of the EVSE 210 has been completed or the operation progress after the recent ChargeParameterDiscoveryRes() message, and schedule control Scheduled_CPDReqControlMode including rate information set used in mode, Dynamic_CPDReqControlMode including rate information applicable in dynamic control mode, AC_CPDResEnergyTransferMode to initiate the target value setting process for AC charging, and target value setting process for DC charging DC_CPDResEnergyTransferMode, BPT_AC_CPDResEnergyTransferMode for initiating a target value setting process for AC bidirectional power transfer, BPT_DC_CPDResEnergyTransferMode for initiating a target value setting process for DC bidirectional power transfer, WPT_CPDResEnergyTransferMode
  • the ChargeParameterDiscoveryRes( ) message is a parameter element related to a new energy demand proposed by an EV user through a target power transfer amount change request, that is, a departure time indicating a charging end time.
  • DepartureTime a target SoC
  • MinimumSoC a target SoC
  • FIGS. 10 to 13 are sequence diagrams illustrating a process of changing a target power transmission amount according to exemplary embodiments of the present invention.
  • the change of the target power transmission amount through the EVSE 110 according to the present invention may be made before charging in earnest or in a paused state, and charging/discharging is performed while the EV device 110 and the EVSE 210 exchange messages. This may be done during an ongoing power transfer loop.
  • the target power transfer amount is changed before the charging session is started, before the EVCC 120 sends a ChargeParameterDiscoveryRes() message to the SECC 220, or when charging is paused (pause).
  • a ChargeParameterDiscoveryRes() message can be done 10 and 11 show such embodiments.
  • FIG. 10 shows a change process in a state in which charging is paused in the schedule control mode
  • FIG. 11 shows a change process in a state in which charging is paused in the dynamic control mode.
  • a new energy demand that is, a change request for a target power transmission amount
  • the SECC 220 may wake up the EV device 110 by performing a certain procedure, for example, a wakeup procedure specified in clause 7.6.2.1 of the ISO 15118-3 standard (2015. 5. 15. Edition) (step 502). ).
  • the EVCC 120 transmits a SessionSetupReq message including the session ID (SessionID) value of the stopped communication session in a message header to the SECC 220, and sets the stopped communication session It can be restarted (step 504).
  • the EVCC 120 transmits the ChargeParameterDiscoveryReq( ) message including the previously set energy parameters to the SECC 220 to confirm the SECC 220 . may be obtained, or the renegotiation procedure with the SECC 220 may be performed by transmitting the updated charging parameters (step 506).
  • the SECC 220 transmits, to the EVCC 120 , information on the target power transmission amount of the EV user received from the SA or directly input to the EVSE 210 to the EVCC 120 .
  • the new energy demand suggested by the EV user may be set as a new target power transmission amount through renegotiation with the EV user (steps 508 to 514).
  • step 508 in response to the ChargeParameterDiscoveryReq() message, the SECC 220 transmits a new target power transfer amount requested by the EV user, such as an end time, a target SoC, or a minimum SoC, as a parameter.
  • a ChargeParameterDiscoveryRes() message including the message may be transmitted to the EVCC 120 .
  • the EVCC 120 may determine whether to adopt a new target power transmission amount transmitted by the SECC 220 based on the BPTControlMode parameter indicating whether or not to allow the target change request through the EVSE 210 . If the BPTControlMode parameter has a value of '1' indicating that the target change request through the EVSE 210 is not allowed, the EVCC 120 may ignore the new target power transmission value received from the SECC 220 .
  • the EVCC 120 renegotiates with the SECC 220 and the new target received from the SECC 220 It is possible to replace the existing energy parameter with the value of the power transmission amount.
  • the EVCC 120 transmits a ChargeParameterDiscoveryReq() message including the new target power transfer value provided by the SECC 220 to the SECC 220, and the SECC 220 responds thereto, for example, the maximum charging power ( PMax)
  • a ChargeParameterDiscoveryRes() message including the proposed value may be transmitted to the EVCC 120 (steps 512 and 514).
  • the EVCC 120 may transmit a power transmission request (PowerDeliveryReq( )) message including the new charging power profile to the SECC 220 (step 516), and the SECC 220 responds to the power transmission response.
  • a (PowerDeliveryRes( )) message may be sent to the EVCC 120 . Accordingly, power transmission can be performed according to a schedule including the charging power profile.
  • the SECC 220 determines whether or not to adopt the new target power transmission amount transmitted by the SECC 220 based on the BPTControlMode parameter in step 510. may be performed That is, when the SECC 220 receives the BPTControlMode parameter from the EVCC 120 and temporarily stores it in the storage device, and receives the EV user's target power transmission amount change request through the SA or directly from the EV user, the received target power Whether to adopt the transmission amount may be determined based on the BPTControlMode parameter. Only when it is determined to adopt the received target power transmission amount, the SECC 220 may transmit the received target power transmission amount to the EVCC 120 .
  • the SECC 212 may consider only the final target power transmission amount and not the target before the change. On the other hand, since repeated requests for changing the target power transfer amount and updating the target energy may cause a delay in the charging loop, the third negotiation may not be allowed.
  • the SECC 220 when receiving a request to change the target power transmission amount of the authenticated EV user (step 520), the SECC 220 performs the wakeup procedure By doing so, the EV device 110 may be awakened (operation 522 ). After the EV device 110 wakes up, the EVCC 120 transmits a SessionSetupReq message including the session ID (SessionID) value of the stopped communication session in a message header to the SECC 220, and sets the stopped communication session It can be restarted (step 524).
  • SessionSetupReq message including the session ID (SessionID) value of the stopped communication session in a message header to the SECC 220, and sets the stopped communication session It can be restarted (step 524).
  • the EVCC 120 transmits the ChargeParameterDiscoveryReq( ) message including the previously set energy parameters to the SECC 220 to confirm the SECC 220 . may be obtained, or the renegotiation procedure with the SECC 220 may be performed by transmitting the updated charging parameters (step 526).
  • the SECC 220 transmits, to the EVCC 120 , information on the target power transmission amount of the EV user received from the SA or directly input to the EVSE 210 to the EVCC 120 .
  • the target power transmission amount requested by the EV user may be set as an energy parameter through renegotiation with the EV user (steps 528 to 534).
  • the SECC 220 may transmit a ChargeParameterDiscoveryRes( ) message including a new target power transmission amount requested by the EV user as a parameter to the EVCC 120 .
  • the new target power transmission amount may be the target SoC or the minimum SoC, and the departure time information may already be included in the ChargeParameterDiscoveryRes() message.
  • the EVCC 120 may determine whether to adopt a new target power transmission amount transmitted by the SECC 220 based on the BPTControlMode parameter. If the BPTControlMode parameter has a value of '1' indicating that the target change request through the EVSE 210 is not allowed, the EVCC 120 may ignore the new target power transmission value received from the SECC 220 . On the other hand, if the BPTControlMode parameter has a value of '2' indicating that the target change request through the EVSE 210 is allowed, the EVCC 120 renegotiates with the SECC 220 and the new target received from the SECC 220 It is possible to replace the existing energy parameter with the value of the power transmission amount.
  • the EVCC 120 transmits a ChargeParameterDiscoveryReq() message including the new target power transfer value provided by the SECC 220 to the SECC 220, and the SECC 220 responds to the ChargeParameterDiscoveryRes() message. It can be transmitted to the EVCC 120 (steps 532 and 534).
  • the EVCC 120 may transmit a power transmission request (PowerDeliveryReq( )) message to the SECC 220 (step 536), and the SECC 220 responds thereto to a power transmission response (PowerDeliveryRes()) message.
  • PowerDeliveryRes() a power transmission response
  • PMax a suggested maximum charging power
  • the SECC 220 determines whether to adopt the new target power transmission amount transmitted by the SECC 220 based on the BPTControlMode parameter in step 530. can do. That is, when the SECC 220 receives the BPTControlMode parameter from the EVCC 120 and temporarily stores it in the storage device, and receives the EV user's target power transmission amount change request through the SA or directly from the EV user, the received target power Whether to adopt the transmission amount may be determined based on the BPTControlMode parameter. Only when it is determined to adopt the received target power transmission amount, the SECC 220 may transmit the received target power transmission amount to the EVCC 120 .
  • the target power transmission amount may be changed during the power transmission loop.
  • 12 and 13 show such embodiments. Specifically, FIG. 12 shows the change process when the charging loop is in progress in the schedule control mode, and FIG. 13 shows the change process when the charging loop is in progress in the dynamic control mode.
  • the EVCC 120 and the SECC 220 exchange a charging loop (ChargeLoopReq/Res) message pair or a charging status (ChargingStatusReq/Res) message pair by exchanging,
  • the electricity meter 238 of the EVSE 210 may check the meter value measured and maintain the communication session.
  • the ChargeLoopReq() message is DisplayParameters, which is a parameter that can be displayed on the EVSE 210 or a device directly or indirectly connected to the EVSE 210, MeterInfoRequested indicating whether a meter value is requested, and dynamic mode charging.
  • CD ⁇ ReqControlMode to provide and set parameters for BPT_Dynamic_ ⁇ CS
  • the DisplayParameters are CurrentRange indicating the distance the EV can travel with the current SoC, RemainingTimeToMaximumSOC indicating the remaining time required to reach the maximum SoC, and the time required to reach the target SoC RemainingTimeToTargetSOC indicating the remaining time to reach the bulk SoC, RemainingTimeToTargetSOC indicating the remaining time required to reach the bulk SoC, RemainingTimeToMinimumSOC indicating the remaining time required to reach the minimum SoC, ChargingComplete indicating whether charging is complete from the EV viewpoint, and fast charging from the EV viewpoint BulkChargingComplete to indicate whether it is complete, BatteryEnergyCapacity to indicate the calculated value of the energy stored in the battery in KWh when the displayed SoC is at 100%, InletHot to indicate that the inlet is too hot to accept a specific operating state, etc. may contain elements of
  • the target SoC in addition to the current SoC (Current SoC), the minimum SoC (Minimum SoC) indicating the minimum level of SoC required by the EV after charging, the target SoC (Target SoC) may be included.
  • each element of DisplayParameters including the current SoC (CurrentSoC), the minimum SoC (MinimumSoC), and the target SoC (TargetSoC) changes the target power transfer amount. It may be provided to the EV user before or after or through the SA or directly from the EVSE 210 irrespective of the target power transmission amount.
  • the ChargeLoopRes( ) message includes EVSEStatus indicating the status of the EVSE 210 , MeterInfo indicating energy charged during a service session, EVSETargetFrequency indicating a target frequency requested by EVSE, and dynamic mode.
  • CD ⁇ ResControlMode to provide and set parameters for charging
  • CD ⁇ ResControlMode to provide and set parameters for dynamic mode BPT
  • It may include parameters such as Scheduled_ ⁇ CS
  • the ChargeLoopRes( ) message may include an EVSENotification parameter indicating an operation desired by the SECC 220 to be performed with respect to the EVCC 120 .
  • the EVSENotification parameter is an enumerated type, and may have values such as "StopCharging”, “Renegotiation”, ServiceRenegotiation”, “Pause”, “Terminate”, etc. .
  • the ChargeLoopRes( ) message includes parameter elements related to the new energy demand presented by the EV user through a request to change the target power transmission amount, that is, a departure time indicating a charging end time (DepartureTime), and a target SoC (TargetSoC). , and a Minimum SoC (SOC) element.
  • the SECC 220 responds to the ChargeLoopReq() message through the ChargeLoopRes() message.
  • a new target power transmission amount included in the EV user's request for changing the target power transmission amount for example, a departure time, a target SoC, or a minimum SoC may be transmitted to the EVCC 120 (steps 542 and 544 ).
  • the SECC 220 may cause renegotiation in the schedule control mode by setting the value of the EVSENotification parameter in the ChargeLoopRes( ) message to “Renegotiation”.
  • the EVCC 120 may determine whether to adopt a new target power transmission amount transmitted by the SECC 220 based on the BPTControlMode parameter. If the BPTControlMode parameter has a value of '1' indicating that the target change request through the EVSE 210 is not allowed, the EVCC 120 may ignore the new target power transmission value received from the SECC 220 . On the other hand, if the BPTControlMode parameter has a value of '2' indicating that the target change request through the EVSE 210 is allowed, the EVCC 120 renegotiates with the SECC 220 and the new target received from the SECC 220 It is possible to replace the existing energy parameter with the value of the power transmission amount.
  • the EVCC 120 upon receiving the ChargeLoopRes() message in which the EVSENotification parameter value is set to "Renegotiation", the EVCC 120 sends a ChargeParameterDiscoveryReq() message including the new target power transmission value provided by the SECC 220. It can be transmitted to the SECC 220 (step 548).
  • the SECC 220 may transmit a ChargeParameterDiscoveryRes() message including, for example, a maximum charging power (PMax) suggested value to the EVCC 120 in response to the ChargeParameterDiscoveryReq() message (step 550).
  • PMax maximum charging power
  • the EVCC 120 may transmit a power transmission request (PowerDeliveryReq( )) message including the new charging power profile to the SECC 220 (step 552), and the SECC 220 responds to the power transmission response.
  • a (PowerDeliveryRes( )) message may be transmitted to the EVCC 120 (step 554). Accordingly, power transmission can be performed according to a schedule including the charging power profile.
  • steps 548 to 554 may be performed in a state in which transmission and reception of the ChargeLoopReq/Res message pair between the EVCC 120 and the SECC 220 is stopped, but the transmission/reception of the ChargeLoopReq/Res message pair (step 542)
  • Step, step 544, steps 556 to 562) may be performed by multiplexed communication (MC) between the VCC 120 and the SECC 220 in a state in which they are performed separately.
  • MC multiplexed communication
  • the EVCC 120 and the SECC 220 may maintain a communication session by continuing the exchange of the charging loop message pair (ChargeLoopReq/Res), and thus charging for the EV 100 may be continued (step 556). to step 562).
  • the EVCC 120 and the SECC 220 exchange a charging loop (ChargeLoopReq/Res) message pair or a charging status (ChargingStatusReq/Res) message pair by exchanging,
  • the electricity meter 238 of the EVSE 210 may check the meter value measured and maintain the communication session.
  • the SECC 220 transmits the target power transmission amount of the EV user through the ChargeLoopRes() message, which is a response message to the ChargeLoopReq() message.
  • a new target power transmission amount included in the change request for example, a departure time, a target SoC, or a minimum SoC may be transmitted to the EVCC 120 (steps 572 and 574).
  • the EVCC 120 may determine whether to adopt a new target power transmission amount transmitted by the SECC 220 based on the BPTControlMode parameter. If the BPTControlMode parameter has a value of '1' indicating that the target change request through the EVSE 210 is not allowed, the EVCC 120 may ignore the new target power transmission value received from the SECC 220 . On the other hand, if the BPTControlMode parameter has a value of '2' indicating that the target change request through the EVSE 210 is allowed, the EVCC 120 receives the new target power transmission amount value from the SECC 220 to match the existing energy parameter. can be replaced
  • the EVCC 120 may transmit a ChargeLoopReq( ) message including the new target power transmission value provided by the SECC 220 to the SECC 220 (step 578), and the SECC 220 may send the EVSE 210 ), a new charging power profile is determined in consideration of the internal schedule. Thereafter, the EVCC 120 and the SECC 220 may maintain a communication session by continuing the exchange of the charging loop message pair (ChargeLoopReq/Res), and thus charging for the EV 100 may be continued (step 580). to step 584).
  • the EVCC 120 may determine whether to adopt the new energy demand received from the SECC 220 as the target power transmission amount based on the BPTControlMode parameter. If the energy demand is changed early, the EVCC 120 and the SECC 220 reset the target power transmission amount through renegotiation. On the other hand, if the energy demand is changed while the charging loop is in progress, the EVCC 120 and the SECC 220 renegotiate in the schedule control mode, but in the dynamic control mode, the EVCC 120 receives the energy demand from the SECC 220 A new target power transmission value corresponding to may be transmitted to the SECC 220 , and the SECC 220 newly determines the charging power profile in consideration of the internal schedule of the EVSE 210 .
  • the ChargeParameterDiscoveryRes() message transmitted from the EVCC 120 to the SECC 220 includes a departure time (DepartureTime) indicating a charging end time, a target SoC (TargetSoC), and a minimum SOC (MinimumSoC). It can contain elements. The same or similar elements may be included in the ChargeLoopRes( ) message transmitted from the SECC 220 to the EVCC 120 . However, information exchanged between the EVCC 120 and the SECC 220 in order to implement the method of the present invention or a message carrying such information is not limited thereto.
  • the SECC 220 when the SECC 220 transmits new energy demand information to be set as the target power transfer amount to the EVCC 120, check the CSResControlMode parameter in the ChargeLoopRes() message shown in FIG. By specifying the time, it is possible to request that the EVCC 120 respond within this confirmation timeout whether it has completed changing the target power transfer. If the confirmation time limit is specified in the ChargeLoopRes() message from the SECC 220, the EVCC 120 transmits an acknowledgment on the change of the target power transfer amount to the SECC 220 within the confirmation time limit. can
  • the SECC 220 may transmit a CSResControlMode parameter, that is, a BPT_Dynamic_CSResControlMode parameter.
  • the BPT_Dynamic_CSResControlMode parameter may include a NewTargetSoC element indicating the value or existence of a new target SoC and/or a NewMinimumSoC element indicating the value or presence of a new minimum SoC. If at least one of the NewTargetSoC element and the NewMinimumSoC element is included in the BPT_Dynamic_CSResControlMode parameter, this parameter may also include the BPTAckMaxDelay element.
  • the BPTAckMaxDelay element indicates a time, expressed in seconds, that a confirmation operation is required to be performed from a message transmission/reception time point.
  • the EVCC 120 sends information such as 'New TargetSoC Accepted' or 'New MinimumSoC Accepted' to the SECC 220 It is possible to confirm the change of the target power transmission amount by sending it to The information may be transmitted, for example, through a reserved field in a subsequent ChargeLoopReq() message. Thanks to the verification of the EVCC 120 performed within a predetermined time as described above, the SECC 220 can notify the EV user who has requested a change in the target power transmission amount of the change within a short time.
  • the SECC 220 may transmit the CDResControlMode parameter, that is, the BPT_Dynamic_CDResControlMode parameter.
  • the BPT_Dynamic_CDResControlMode parameter may include a NewTargetSoC element indicating the value or presence of a new target SoC and/or a NewMinimumSoC element indicating the value or presence of a new minimum SoC. If at least one of the NewTargetSoC element and the NewMinimumSoC element is included in the BPT_Dynamic_CSResControlMode parameter, this parameter may also include the BPTAckMaxDelay element.
  • the BPTAckMaxDelay element indicates a time, expressed in seconds, that a confirmation operation is required to be performed from a message transmission/reception time point.
  • AC_BPT energy transfer mode AC_BPT energy transfer mode
  • DC_BPT energy transfer mode AC_ACD_BPT
  • AC_ACD_BPT AC_ACD_BPT
  • DC_ACD_BPT DC_ACD_BPT
  • the charging station 200 includes at least one processor 222 , a memory 224 , a storage device 226 , a communication interface 228 , a supply-side power circuit 230 , an input interface device 270 , and an output interface device ( 272) may be provided. At least some of the components of the charging station 200 including the processor 222 and the memory 224 may be connected by a bus to exchange data.
  • the charging station 200 may be configured based on the EVSE 210 shown in FIG. 2 or FIG. 3 .
  • the processor 222 , the memory 224 , and program instructions executed by the processor 222 may implement the SECC 220 of the EVSE 210 .
  • the processor 222 may execute program instructions stored in the memory 224 and/or the storage device 226 .
  • Processor 222 may include at least one central processing unit (CPU), graphics processing unit (GPU), or other processor capable of performing the method according to the present invention.
  • the memory 224 may include, for example, a volatile memory such as a random access memory (RAM) and a non-volatile memory such as a read only memory (ROM).
  • RAM random access memory
  • ROM read only memory
  • the memory 224 may load program instructions stored in the storage device 226 and provide them to the processor 520 so that the processor 222 can execute them.
  • the storage device 226 is a recording medium suitable for storing program instructions and data, for example, a magnetic medium such as a hard disk, a floppy disk, and a magnetic tape, a compact disk read only memory (CD-ROM), and a DVD.
  • a magnetic medium such as a hard disk, a floppy disk, and a magnetic tape
  • CD-ROM compact disk read only memory
  • DVD digital Video Disk
  • magneto-optical media such as floppy disk, flash memory or EPROM (Erasable Programmable ROM), or manufactured based on them It may include a semiconductor memory such as an SSD.
  • the program instructions when executed by the processor 222, cause the processor 222 to: set a target power transfer amount in response to the request of the electric vehicle, allow an electric vehicle user's access request through a route not via the electric vehicle, and , accepts a change request for the target power transmission amount from the electric vehicle user through the route, transmits a predetermined message including a new energy demand included in the change request to the electric vehicle, and sets the new energy demand amount to a new target power
  • a parameter setting message designated as a transmission amount may be received from the electric vehicle, and power transmission may be performed according to the changed target power transmission amount.
  • the communication interface 228 includes a WLAN interface shown in FIG. 2 or 3 , a PLC module 240 , a P2PS controller 260 , and a G/W 280 , and the charging station 200 communicates with an external device.
  • the supply-side power circuit 230 may supply power from the power grid to the EV 100 under the control of program commands executed by the processor 222 , or supply power discharged by the EV 100 to the power grid.
  • the input interface device 270 allows an operator or EV user to input operation commands or information, and the output interface device 272 displays the operation state or processing result of the charging station 200 .
  • the input interface device 270 allows the EV user to directly input a target power transmission amount change request in executing the method for changing the target power transmission amount according to the present invention, and the output interface device 272 displays the processing result for the change request. can be displayed.
  • the apparatus and method according to the embodiment of the present invention can be implemented as a computer-readable program or code on a computer-readable recording medium.
  • the computer-readable recording medium includes all types of recording devices in which data that can be read by a computer system is stored.
  • the computer-readable recording medium may be distributed in a network-connected computer system to store and execute computer-readable programs or codes in a distributed manner.
  • the computer-readable recording medium may include a hardware device specially configured to store and execute program instructions, such as ROM, RAM, and flash memory.
  • the program instructions may include not only machine language codes such as those generated by a compiler, but also high-level language codes that can be executed by a computer using an interpreter or the like.
  • aspects of the invention have been described in the context of an apparatus, it may also represent a description according to a corresponding method, wherein a block or apparatus corresponds to a method step or feature of a method step. Similarly, aspects described in the context of a method may also represent a corresponding block or item or a corresponding device feature. Some or all of the method steps may be performed by (or using) a hardware device such as, for example, a microprocessor, programmable computer or electronic circuit. In some embodiments, one or more of the most important method steps may be performed by such an apparatus.
  • a programmable logic device eg, a field programmable gate array
  • the field programmable gate array may operate in conjunction with a microprocessor to perform one of the methods described herein.
  • the methods are preferably performed by some hardware device.

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Abstract

L'invention concerne un procédé de changement de quantité de transmission d'énergie cible, lequel procédé permet à un véhicule électrique utilisateur de changer une quantité de transmission d'énergie cible pré-établie par l'accès direct, ou par l'intermédiaire d'un réseau à partir de l'extérieur d'un véhicule électrique, à l'équipement d'alimentation de véhicule électrique, quand le véhicule électrique est chargé ou dans un état de veille de charge dans une station de charge. Le procédé de changement de quantité de transmission d'énergie cible selon un mode de réalisation est destiné à changer une quantité de transmission de d'énergie cible établie par un véhicule électrique par l'intermédiaire d'une interaction avec une station de charge, dans la station de charge, et comprend les étapes consistant à : permettre une demande d'accès d'un utilisateur de véhicule électrique par l'intermédiaire d'une trajectoire qui ne passe pas par le véhicule électrique ; accepter une demande de changement concernant la quantité de transmission d'énergie cible à partir de l'utilisateur du véhicule électrique, à travers la trajectoire ; transmettre, au véhicule électrique, un message prédéterminé comprenant une nouvelle quantité d'exigence d'énergie incluse dans la demande de changement ; recevoir, à partir du véhicule électrique, un message d'établissement de paramètres désignant la nouvelle quantité d'exigence d'énergie comme nouvelle quantité de transmission d'énergie cible ; et permettre à la transmission d'énergie d'être effectuée en fonction d'une quantité de transmission d'énergie cible changée.
PCT/KR2021/008969 2020-07-13 2021-07-13 Procédé de changement de quantité de transmission d'énergie cible et appareil de transmission d'énergie pour sa mise en œuvre WO2022015017A1 (fr)

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CN202180061379.5A CN116194327A (zh) 2020-07-13 2021-07-13 目标电力传输量改变方法和用于实施其的电力传输设备
US18/015,666 US20230311700A1 (en) 2020-07-13 2021-07-13 Target power transmission amount changing method and power transmitting apparatus for implementing same

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CN116194327A (zh) 2023-05-30
US20230311700A1 (en) 2023-10-05
EP4166380A1 (fr) 2023-04-19
EP4166380A4 (fr) 2024-10-02

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